P&I Risk Awareness Collision

RISK AWARENESS
COLLISION CLAIMS
An aid to risk identification and loss reduction
DEFINITIONS
In this checklist, colour is used to denote the various
elements in the risk awareness process
Threat
Something that if not controlled could cause a
P&I incident
Consequence
The monetary cost to the Club/Member
Control
Something which reduces the possibility of a ‘Threat’
causing an incident
Something that should be in place after the incident

to help reduce the cost of the claim
How effective do you think the Controls are on

your ship – are there any accidents just waiting
to happen?
Copyright: Thomas Miller P&I Limited 2017.
Thomas Miller P&I Limited asserts its right under the Copyright, Designs
and Patents Act 1988 to be identified as the author of this work.
No parts of this publication shall be lent, sold, hired out or otherwise

circulated or used without the publisher’s prior consent.
2
USING THIS CHECKLIST /
SCORING
This booklet is a guide to the Controls and key
points that the UK Club’s Risk Assessors look
for when inspecting a vessel.
It will allow you to carry out a similar check on

the Threats and Controls and make sure the
vessel has a good risk profile.
Each booklet in the Risk Awareness series

deals with an area of Risk – Personal injury,
collision, pollution, etc – and these are
sub-divided into Threats and then Controls.
Each Threat is followed by a ‘score’ section

where the individual Controls can be graded
according to how effective they are:
1 Very good control
2 Good control
3 Average control
4 Poor control
5 Very poor control (maybe non-existent)
Furthermore, there is space to make comments

on certain Controls; to note ways in which
deficient ones could be improved.
At the back, there is a section on

Consequences, which is also divided into
Controls that should be in place to mitigate the
cost of any claim, i.e. after the event controls.
These too can be graded.
3
Collision
THREAT: NAVIGATION AT SEA

CONTROLS:
Minimum watch keeping/manning levels on
bridge at all times
Minimum watch keeping manning levels on bridge at all times
Additional persons present at night or in poor weather,
restricted visibility or when traffic density or navigational
requirements dictate
Trade competency of personnel to perform

required duties
Do all personnel have required certification for the jobs they do,
are these certificates valid?
Training checks, HR and ship follow up on joining, full
familiarisation and training on board the vessel as required for
tasks to be performed
Continuous on board training as required

carried out in all areas (ISM requirement)
On job training to be carried out by supervisors, and not
workmates
Continuation training by senior officers for junior ranks and on
job supervision during training
Some workmate intervention is allowed in training as well,
if appropriate
(Safety awareness for all can be enhanced if a 10 minute
‘buddy overview’ is used. A colleague watches what the worker
is doing, makes notes on both the good and bad points, and
then critiques the on job safety, starting with the good points.
Both persons can learn from this type of interaction and safety
awareness promotion on board)
Ongoing training and proper familiarisation of all officers and
ratings on vessel type
Proper lookout maintained at all times by all

available means
Almost 25% of collisions involve improper, poor or no lookout
ColRegs Rule 5 – every vessel must at all times keep a proper
lookout by sight, hearing and all available means
Are there enough personnel on watch at all times?
What watch keeping systems are in place on board ie 4 on
8 off/6 and 6/alternate/other?
4
How do the watch keeping systems interact with port arrival/
departure requirements?
Bridge team and resources management

understood/followed?
Bridge team management (BTM) procedures understood,
training undertaken?
Bridge resource management (BRM) procedures understood
and training undertaken?
Techniques practised in clear weather and in open sea?
Applied in all circumstances on board?
Passage planning per SOLAS V/34 and

IMO Res A 893 (21) conducted?
Good passage planning and awareness berth to berth?
Procedures to ensure proper speed control under pilotage?
Passage planning should indicate hazard areas and risk
assessment of passage
No-go and areas where fishing vessels may be present
About 20% of collisions involve fishing vessels in or around port
entrances and/or traffic separation schemes (TSS)
SOLAS V, Reg 34
IMO Res A893
STCW pp 150 A/VIII
Evidence of pilot/master interchange?
Due consideration for bank effect in channels and rivers
Radar, ECDIS and AIS systems

Dual redundant radar systems (ARPA)
Automatic identification system (AIS) – is it being used properly?
Radar system faults are self-diagnostic
Aids to navigation – not over reliant
Understanding of limitations and interaction with own and
potential other vessel’s navigational requirements (eg TSS,
deep draught routes)
Use of ‘scanty’ information – clearly understood?
Use of scanty radar or other electronic information understood?
Limitations and use of ECDIS systems are understood?
SOLAS collision regulations followed

Most collisions occur when two vessels are in a crossing
situation
All collision regulations (steering and sailing rules) understood
by all navigation officers?
5
Followed in collision avoidance – including, but not limited to:
- Following ColRegs requirements for communications via
whistle (daytime)
- Signal light (night) if other vessel perceived not to be taking
sufficient action to avoid collision
- Rule 7 – Risk of collision – Use all available means to
determine risk of collision
- Rule 8 – Action to avoid collision – Positive, made in ample
time and due regard to good seamanship
See also:
- Rule 16 – Action by give-way vessel
- Rule 17 – Action by stand-on vessel
- Rule 18 – Responsibilities between vessels
Minimum separation distance between vessels

Minimum separation distance between ship and other vessels
set according to area and conditions
Radar plotting understood and interaction with own and
potential other vessel’s navigation requirements (eg TSS, deep
draught routes)?
Plotting practised in clear Wx and open seas
CPA (closest point of approach) laid down
Basic plotting facilities available – paper version – and
practised in clear Wx and open seas
Communications between vessels

Are rules set in standing orders for communication between
vessels in collision avoidance?
VHF communications between vessels – secondary to ColRegs
requirements as may cause confusion
- Note VHF is used extensively in US waters when under pilotage
ColRegs Rule 9 – Narrow channels
Navigation with a pilot on board – STCW pp159
Use of engine to avoid collision

What are the practices on board for use of engines at sea?
OOW should not hesitate to use main engines but should be
aware of manoeuvring data and effect of using engines on
steering and manoeuvring
ColRegs Rule 8 – any means necessary
Dual redundant running lights with alarm on

light failure
Navigation lights regularly checked – visually?
Alarm panels tested daily?
Spare lamps carried?
6
Standing and night orders issued
Follow standing and night orders
Call the master when required
OOW familiar with ship’s limitations
Stopping distances
Turning circles
Manoeuvring characteristics
Is restricted visibility defined in nautical miles?
SCORE
Threat: Navigation at sea
Minimum bridge watchkeeping/manning levels
Trade competency of personnel
Continuous on board training
Proper lookout maintained at all times

Passage planning per SOLAS V/34
Minimum separation between vessels
Communications between vessels
Dual redundant running lights with alarm
COMMENTS
7
THREAT: NAVIGATION
UNDER PILOTAGE
CONTROLS:

required duties
Continuous on board training as required,

carried out in all areas (ISM requirement)
On job training to be carried out by supervisors and not
workmates
Continuation training by senior officers for junior ranks and on
job supervision during training
Some workmate intervention is allowed in training as well,
if appropriate
(Safety awareness for all can be enhanced if a 10 minute
‘buddy overview’ is used. A colleague watches what the worker
is doing, makes notes on both the good and bad points and
then critiques the on job safety starting with the good points.
Both persons can learn from this type of interaction and safety
awareness promotion on board)
Ongoing training and proper familiarisation of all officers and
ratings on vessel type
Passage planning per SOLAS V/34 and

IMO Res A893 (21) conducted
Good passage planning and awareness berth to berth?
Procedures to ensure proper speed control under pilotage?
Passage planning should indicate hazard areas/risk assessment
of passage
No-go and areas where fishing vessels may be present?
About 20% of collisions involve fishing vessels in or around port
entrances and/or traffic separation schemes (TSS)
8
SOLAS V, Reg 34
IMO Res A893
STCW pp 150 A/VIII
Evidence of pilot/master interchange?
Due consideration for bank effect in channels and rivers
OOW aware of SOLAS Chapter V requirements

Chap V – Safety of navigation
Reg 20 – Casualty investigation (VDR)
Reg 27 – Charts and publications updated for voyage
Reg 28 – Recording of important navigational information
ColRegs
- Rule 2 – Nothing shall exonerate…
- Rule 7 – Risk of collision
- Rule 8 – Action to avoid collision
OOW aware of STCW requirements

STCW pp 150 to 159 Watch keeping
ColRegs
- Rule 2 – Nothing in these Rules shall exonerate...
- Minimum rest hours
Recording positions, written records in

movement book
Do NOT erase anything written in any log or plotted on the chart
Record keeping – do NOT rely on electronics
Importance of ‘EVIDENCE’ in a Court of Law – particularly
contemporaneous evidence
SOLAS V Reg 20 VDR is to assist in casualty investigation
after the incident
VDR does not record sufficient data to satisfy the Court or
SOLAS V Reg 28.
VDR only records 12 to 24 hours of material and then is
over-written

available means
ColRegs Rule 5 – Every vessel must at all times keep a proper
9
Minimum watch keeping/manning levels on

bridge at all times
Minimum watch keeping manning levels on bridge at all times
Additional persons present at night or in poor weather,
restricted visibility when traffic density or navigational
requirements dictate

Dual redundant radar systems (ARPA)
Automatic identification system (AIS) is it being used properly
Radar system faults are self-diagnostic
Aids to navigation – not over reliant
Understanding of limitations and interaction with own and
potential other vessel’s navigational requirements (eg TSS,
deep draught routes)
Use of ‘scanty’ information – clearly understood?
Use of scanty radar or other electronic information understood?
Limitations and use of ECDIS systems are understood?

What are the practices on board for use of engines at sea
OOW should not hesitate to use main engines but should be
aware of manoeuvring data and effect of using engines on
steering and manoeuvring
ColRegs Rule 8 – any means necessary
Competency of pilot
Procedures in place to ensure qualified, experienced pilots
employed?
Procedures in place to deal with pilot under performance?
Procedures in place to deal with pilot not fit for duty?
OOW familiar with STCW pp159 – Navigation with a pilot
on board
10
SCORE
Threat: Navigation under pilotage

Continuous on board training
Passage planning per SOLAS V/34
OOW aware of SOLAS Chapter V
OOW aware of STCW requirements
Recording positions
Minimum bridge watchkeeping/manning levels
Competency of pilot
COMMENTS
11
THREAT: ADVERSE WEATHER
CONTROLS:
OOW familiar with forecasting and how to
‘read’ weather maps
Training in meteorological reports and ‘reading’ weather
Receipt of regular weather forecasts

Facsimile Wx reports explained in simple terms to junior or OOW
Navtext weather reports received regularly
Internet based or electronically supplied Wx reports – how to
use them?
Weather updates plotted as required
TRS reports plotted and understood (navigable and dangerous
semicircles/quadrants in storms and how to react)
When in tropical revolving storm (TRS) areas –

awareness of cloud formations
TRS clouds massing (build up) areas to avoid – explain
‘quadrants’
Training of junior officers in meteorology

Explanation of what, where, how and why to junior officers


required duties

12
Stopping distances
Turning circles
SCORE
Threat: Adverse weather
OOW familiar with forecasting/weather maps
Awareness of cloud formations in TRS areas
Training of junior officers in meteorology

COMMENTS
13
THREAT: REDUCED VISIBILITY
CONTROLS:
Bridge procedures
Increased bridge manning requirements and watch keeping
Equipment operation
Passage planning
Engine readiness
Safe speed
Audio and visual warning systems in

reduced visibility
Use of ship’s whistle, gong, bell, as applicable
Vessel lighting systems

Dual redundant running lights with alarm on

light failure
Navigation lights regularly checked – visually
Alarm panels tested daily
Spare lamps carried

available means
ColRegs Rule 5 – Every vessel must at all times keep a proper

All collision regulations (steering and sailing rules) understood
by all navigation officers?
14
Followed in collision avoidance – including, but not limited to:
- Following ColRegs requirements for communications via
whistle (daytime)
Signal light (night) if other vessel perceived not to be taking
sufficient action to avoid collision (Aldis lamp rigged)
- Rule 7 – Risk of collision – Use all available means to
determine risk of collision
- Rule 8 – Action to avoid collision – Positive, made in ample
time and due regard to good seamanship
See also
- Rule 16 – Action by give-way vessel
- Rule 17 – Action by stand-on vessel
- Rule 18 – Responsibilities between vessels

Stopping distances
Turning circles

Facsimile Wx reports explained in simple terms to junior or OOW?
Navtext weather reports received regularly?
use them?
Weather updates plotted as required?
semicircles/quadrants in storms and how to react)?
15
SCORE
Threat: Reduced visibility
Bridge procedures
Audio and visual warning systems

Dual redundant running lights with alarm
COMMENTS
16
THREAT: ANCHOR FAILURE
CONTROLS:
Inspection and planned maintenance/greasing
Anchor windlasses are regarded as ‘critical equipment’ under
the ISM code
Planned maintenance procedures set up and followed?
Brakes
Gypsy
Joining shackles/swivels
Worn chain and missing studs
Lashings/compressor bar
Records maintained of tests and overhauls
Anchor windlasses are ‘critical equipment’
Greasing should be conducted by a responsible petty officer
Crew familiarity with anchor equipment

Training of all crew in use of equipment and systems?
PPE available in area?
Anchor release points

Bitter end pins free and greased (no split pins in securing them)?
Large hammer standing by?

Facsimile Wx reports explained in simple terms to junior or OOW?
Navtext weather reports received regularly?
use them?
Weather updates plotted as required?
semicircles/quadrants in storms and how to react)?

Stopping distances
Turning circles
17
SCORE
Threat: Anchor failure
Inspection and planned maintenance/greasing
Crew familiarity with anchor equipment
Anchor release points
COMMENTS
18
THREAT: LOSS OF PROPULSION
CONTROLS:
Inspection and planned maintenance
Machinery and equipment in all areas is logged into an
inspection and PMS on board?
Either a written (running hours) or computerised system is OK
Must be adequate for the task (ISM Code requirement)
Machinery manuals up-to-date?
Manuals in a language understood by all the engineers?
Regular inspections of all equipment, tools and machinery?
Regular maintenance performed?
Toolbox talks conducted before the job?
Equipment in poor condition is removed from service?
Replaced as soon as possible for safety?
All personnel are instructed to inspect all equipment prior to use
Replace any worn or dangerous seeming tools
PPE, other equipment available prior to commencing
operations?
Alarm systems
Alarms regularly tested
No alarms by-passed or jumped
No alarm ignored and no alarm PCB by-passed because of
frequency
Chief engineer’s standing orders

Engineer OOW follows chief engineer’s standing orders
Standing orders clear and in a language understood by all
engineers?
Emergency systems and procedures

(engineering)
Emergency systems and procedures understood by
engineer OOW?
Training and familiarisation of all emergency systems?
Emergency system tested and explained?
Routine practice tests done in good weather and clear of land
each voyage?
Awareness of flag state and USCG requirements (engine
astern testing for CFR actually carried out)?
19
Bridge OOW familiar with passage plan abort
procedures?
Close communications between OOW engine room and bridge
Passage planning must be detailed
No-go areas clearly marked?
Abort procedures clearly understood?
Emergency anchorage locations marked?
Anchors prepared in narrow channels and

under pilotage
Standing procedure in place to have anchors prepared for
emergency use?
Stand-by PO or senior rating forward (if required)
SCORE
Threat: Loss of propulsion
Alarm systems
Chief engineer’s standing orders
Emergency systems/procedures (engineering)
Bridge OOW familiar with abort procedures?
Anchors prepared
COMMENTS
20
THREAT: LOSS OF STEERING
CONTROLS:
Planned maintenance system (PMS) in place?
Inspections carried out at regular intervals each watch?
See also SOLAS V Regulation 25 and 26
Alarm systems
Alarms regularly tested?
No alarms by-passed or jumped?
No alarm ignored and no alarm PCB by-passed because of
frequency?
Regular checks for leakages

Leakage in steering flat – reported – no matter how small or
insignificant?
Header tank levels

Header tank must be 80% full at all time
Should be checked each watch (80% is the minimum working
level and should be clearly marked on the gauge)
Ram type only – N/A to rotary vane Navigating officers familiar
Navigating officers familiar with emergency

procedures?
Emergency systems tested?
Change over procedures understood?
Procedures for using engines in an emergency?
FU and NFU procedures understood?
Both (all) systems on when approaching land – entering or
leaving port?
Emergency systems and procedures

(engineering)
Training and familiarisation of all emergency systems?
Emergency system tested and explained?
Routine practice tests done in good weather and clear of land
each voyage?
Awareness of flag state and USCG requirements?
21
Anchors prepared in narrow channels and
under pilotage
Standing procedure in place to have anchors prepared for
emergency use
Stand-by PO or senior rating forward (if required)
SCORE
Threat: Loss of steering
Alarm systems
Regular checks for leakages
Header tank levels
Navigating officers familiar with emergency

procedures
Emergency systems/procedures (engineering)
Anchors prepared
COMMENTS
22
THREAT: COMMUNICATION
CONTROLS:
ER/Bridge
Mooring stations/Bridge
Ship-Shore/Tugs
Pilot/Bridge team
Pilot/Master interchange and records
SCORE
Threat: Communication
ER/Bridge
Mooring stations/Bridge
Ship-shore/Tugs
Pilot/Bridge team
COMMENTS
23
Consequences
CONTROLS:
Damage mitigation procedures
What procedures are in place to help reduce the effects of a
collision incident, and how effective are they?
All mitigation measures are logged?
Alarm/stop procedures
Communications procedure in place for all incidents?
General and fire alarms are functioning correctly?
Verbal alarm raising system is defined and can be shown to be
adequate?
Emergency drills/training
Are drills/training procedures in place to cope with high
risk incidents?
Fire drills?
Lifeboat and abandon ship drills?
MOB rescue drills to include Williamson Turn and deployment
of all equipment?
Anti pollution drills?
Emergency steering drills?
Medical emergency drills and rescues for various areas of
the vessel?
Pollution drills – bunker leak, cargo leak, grounding,
collision, etc?
Watertight integrity drills – watertight doors, bulkhead
valves, etc?
Ballasting procedures in the event of a hull breach?
Emergency equipment adequacy/availability

Is the ship’s equipment available/adequate to deal with high risk
incidents:
- Fixed fire equipment?
- Portable fire equipment?
- SCBA?
- EEBD and location suitability for all breathing apparatus?
- Lifebuoys?
- Life rafts?
- Lifeboats?
- MOB boats or designated MOB boats?
24
- MOB equipment including scrambling nets?
- Thermal protective aids – LSA and FFE?
- Fire plans, external and internal?
- Crew lists?
- Ventilation plans?
- Damage control plans?
- First aid equipment?
- Vessel hospital, medical equipment and treatment on board
as required?
- Standard of hospital?
- Stretchers and equipment overall?
- Suitable portable winch equipment for enclosed spaces?
Are crew familiar with the equipment?
Emergency reporting/communication
procedures
Are there reporting procedures in place and understood if an
incident occurs?
Reporting to owner, charterer, P&I correspondent?
Categorisation of incident?
Timing of incident?
Communication requirements?
Who was informed on board / on shore?
- When?
- How?
- Why?
- What did they do?
Records of communications (ship management, third parties,
national authorities, P&I, etc)?
Letters of protest:
- Are there procedures in place for issuing letters of protest?
- Are the reasons for issuing letters of protest understood?
- For all incidents, LOP should be issued and, where possible,
notorised, signed for receipt, etc
- Copies retained on file on board and entered in the evidence
log for use in defending the claim should it arise?
Record keeping/evidence retention

Information required to help process claims:
- Log books preserved and records tallied with bell books
(movement book – deck and engine)
- Charts preserved and records kept as evidentiary chain
- Voyage data recorder (VDR) information properly preserved
and evidence used?
25
- Time of the incident GMT and local time?
- What happened and to whom?
- Where did it happen?
- When did it happen?
- What were they doing at the time?
- What were the immediate consequences?
- Full list of witnesses to the incident
- Witness statements
- Electronic records of ships operational position at the time of
the incident
- Operational status of vessel: at sea, in port, tank cleaning,
cargo operations, mooring, etc.
- Records of casualty communications and third party
responses (salvors, other vessels, etc)
Weather conditions:
- Description of incident environment (hot, cold, stuffy, dark,
confined, moving machinery, etc)
- Description of weather
- Description of sea state
Use of NI publication The Mariner’s Role in Collecting Evidence
Photos of incident and location time/date stamped, camera set
up recorded, full description given in title and/or in comments
field under properties
Photos to be secured from tampering by using security settings
under properties
Layout diagram
Ship’s logs
Capability of crew to deal with incident

How capable is the crew to deal with the incident?
Competence of individuals involved in incident (recruitment,
certification, training records, fitness to work (medical records)?
Fatigue factors: hours of work/rest, time on shift?
Contracted time on board vessel?
Actual time on board vessel current period?
Competence of individuals involved in response?
Experience of crew involved in the incident?
Language barriers of crew/shore personnel involved, if any?
Use of third party assistance

Procedures for contacting third parties for assistance in the
event of an incident
By phone, radio, satellite link, etc
26
General advice:
- Club correspondent
Stability advice:
- Collision – classification society
Pollution:
- Authorities
- Harbour master
Learning from incidents

Are lessons learned from previous incidents?
Incident/accident report correctly filled in?
Incident is raised at safety meetings and full crew meetings:
- Discussion of what went wrong and how this can be avoided
in future
Incident is discussed and appraised at Company level:
- Actions to avoid future incidents are discussed and taken,
improving barriers
Incident promulgated to full fleet to avoid duplication, if possible
Incident promulgated industry wide, if appropriate, to enhance
safety culture
Full risk assessment undertaken to improve barriers/controls in
on board checklists
Toolbox talks, job hazard awareness (JHA) systems and others,
as appropriate, in all fleet vessels
27
SCORE
Consequences
Damage mitigation procedures
Alarm/stop procedures
Emergency drills/training
Emergency equipment adequacy/availability
Emergency reporting/communication procedures
Record keeping/evidence retention
Capability of crew to deal with incident
Use of third party assistance
Learning from incidents
COMMENTS
28
METHODOLOGY
Following the well-known definition:
RISK = FREQUENCY x CONSEQUENCE
the Club has analysed the number and value of the Club’s claims to
prioritise high risk areas and determine what the THREATS are that
cause these claims. Then, with the aid of those at the sharp end – our
correspondents, surveyors, claims executives and underwriters and
last but not least important, our crews – we have sought to determine
what CONTROLS – be it engineered, procedural or managerial –
have mitigated such claims, or would have done so if they had been
in place. Those threats and controls can then be targeted for
assessment, either with the help of the Club’s own risk assessors,
or by Members themselves in conjunction with their crews.
Although sixty per cent of UK Club claims are caused by ‘human

error’, human error is often only ‘the straw that breaks the camel’s
back’ – the last event in a chain of causal events.
These causal events can normally be traced back to failures in one

or more areas of ship operation, we sometimes refer to them as
‘accidents waiting to happen’
How can we reduce the frequency of these ‘accidents waiting to

happen’. What ‘controls’ should we be looking at to ensure the
‘threat’ is contained and an ‘incident’ does not occur?
For further information please contact:
Loss Prevention Department, Thomas Miller P&I Ltd
Tel: +44 20 7204 2329 Fax +44 20 7283 6517
Email: lossprevention.ukclub@thomasmiller.com

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RISK AWARENESS

Something that should be in place after the incident

How effective do you think the Controls are on

Copyright: Thomas Miller P&I Limited 2017.

No parts of this publication shall be lent, sold, hired out or otherwise

It will allow you to carry out a similar check on

Each booklet in the Risk Awareness series

Each Threat is followed by a ‘score’ section

Furthermore, there is space to make comments

At the back, there is a section on

THREAT: NAVIGATION AT SEA

Trade competency of personnel to perform

Continuous on board training as required

Proper lookout maintained at all times by all

Bridge team and resources management

Passage planning per SOLAS V/34 and

Radar, ECDIS and AIS systems

SOLAS collision regulations followed

Minimum separation distance between vessels

Communications between vessels

Use of engine to avoid collision

Dual redundant running lights with alarm on

Threat: Navigation at sea

Minimum bridge watchkeeping/manning levels

Trade competency of personnel

Continuous on board training

Proper lookout maintained at all times

Bridge team and resources management

Passage planning per SOLAS V/34

Radar, ECDIS and AIS systems

SOLAS collision regulations followed

Minimum separation between vessels

Communications between vessels

Use of engine to avoid collision

Dual redundant running lights with alarm

Standing and night orders issued

Trade competency of personnel to perform

Continuous on board training as required,

Passage planning per SOLAS V/34 and

OOW aware of SOLAS Chapter V requirements

OOW aware of STCW requirements

Recording positions, written records in

Proper lookout maintained at all times by all

Minimum watch keeping/manning levels on

Radar, ECDIS and AIS systems

Use of engine to avoid collision

Threat: Navigation under pilotage

Bridge team and resources management

Trade competency of personnel

Continuous on board training

Passage planning per SOLAS V/34

OOW aware of SOLAS Chapter V

OOW aware of STCW requirements

Proper lookout maintained at all times

Minimum bridge watchkeeping/manning levels

Radar, ECDIS and AIS systems

Use of engine to avoid collision

Receipt of regular weather forecasts

When in tropical revolving storm (TRS) areas –

P&I Risk Awareness Collision

P&I Risk Awareness Collision

P&I Risk Awareness Collision